Vehicle-top construction



July 7, 1925.

E. D. MORGAN VEHICLE TOP CONSTRUCTION Figd Jan. 5. 1922 /6 5 j www MWI-QJ Patented July 7, 1925.

UNITED STATES PATENT OFFICE.

EARL D. MOR-GAN, OF LOS ANGELES, CALIFORNIA, ASSIGNOR OF ONE-HALF T0 HENRY LB. DAY, 0F LOS ANGE-LES, CALIFORNIA.

V'sHIcLn'ror Application filed January To all cli/10m t may concern:

Be it known that I, EARL D. MORGAN, a citizen of the United States, residing at Los Angeles, in the county of Los Angeles and State of California, have invented new and useful Improvements in Vehicleffop Constructions, of which the following is a full, clear, and accurate disclosure.

lhile my invention pertains generally to a vehicle top construction, it pertains more particularly to a type of top constructioncommonly termed all weatlier-wherein movable or adjustable side windows are so hung and constructed that a top of the touring car type may be very easily and readily converted into a top of the limousine type, merely by proper adjustment of these windows.

The foremost characteristics of my invention reside in the arrangement, hanging and fittings of these sliding windows, to readily accomplish the aforementioned purpose; and in the provision of simple and efficient means for holding the said windows in different or adjusted positions, and against rattling when the vehicle is in motion.

The salient features of the invention will be more clearly set forth in the following specification, reference being made therein to the accompanying drawings, in which it is illustrated, and in which:

Fig. 1 is a longitudinal vertical section, taken through the center of a typical motor vehicle body and top, showing my invention as applied thereto; Fig. 2 is an enlarged fragmentary transverse detail section taken as indicated by the line 2 2 on Fig. 1; Fig. 3 is a fragmentary longitudinal section taken as indicated by the line 33 of Fig. 2; Fig. 4 is an enlarged fragmentary side elevation of a portion of the structure, being' taken as indicated by the line 4-4 of Fig. 2; and Fig. 5 is an enlarged transverse vertical section similar to that shown in Fig. 2, and taken as indicated by the line 5-5 of Fig. V4.

In keeping with the rapid advance and the growth and development of the motor vehicle industry, a top for the vehicle body has been recently developed which is substantially a combination of the old type of collapsible or folding top for touring cars and the permanent top structures of limousines,` and the like. That is, it an open.

CONSTRUCTION.

5, 1922. Serial No. 527,074.

sided top constructed along the general lines of the first mentioned touring car type, but is of a. permanent character and cannot be 'collapsed or folded, as those of the previous types; and it is in connection with this type of top that my invention will have its widest application.

Referring now to the drawings, and particularly to Fig. 1, the numeral 10 designates generally the vehicle body, containing the front and rear seats 12 and 13, and front and rear doors 14 and 15, respectively; the latter for gaining access to the former in the usual manner.

A top, of the permanent type of structure above mentioned, is generally designated by the numeral 16; this being mounted on the top of the vehicle body, and supported by a back or rea-r wall 17, on the rear 18 of the vehicle body, and by a front windshield structure 19. The top 16 is further supported, and the rear seat 13 enclosed at its ends, by side wall structures 20, in the manner illustrated in Fig. 1. The side walls 20 preferably are integral with and extend from the back 17 to a point at or just to the rear of the rear side of the doors 15.

The top 16 may be of any suitable type of structure desired, as far as the bracing and supporting members are concerned; it being only necessary to provide ample structure to properly carry an outer covering 21 and, if desired, an inner finish or lining 22, as herein illustrated. This may consist of suitable bows 23 and longitudinal slats or ribs 24 for carrying the fabrics 21 and 22.

It is essential, however, that inner and outer longitudinal rails 25 and 26, respectively, be provided for supporting or carrying the inner and. outer, or front and middle, closure windows 27 and 28, respectively, which are provided for suitably enclosing the top 16, in the manner hereinafter described.

The rear side walls 20 consist of inner and outer wall structures 20L and 20", spaced slightly apart to receive the windows 27 and 28 when they are in their rearward positions, as indicated by dotted lines in Fig. 1; these wall structures being provided with glass inserts or windows 29, if desired, to add to the effectiveness of the top. The longitudinal rails 25 and 26 are supported at the their rear ends upon these walls 20a ved. The tracks 4The upper eiidsiof these for set ont relative to the vertical faces of Figs.

the sidesof the top.

and 2Gb, and at their front ends. are joined to a transverse member 30,'and the whole forward end of the top supported upon the y'\'\'-iiidshi"eld structui'ef19. Y

rlllie longitudinal railsl and 26' are preferably of the cross sectional configuration shown in Fig. 2; thats-is, Hangular or L-shaped, and positioned so that their angular recess or rabbet-ed Vcorners oppose Veach othergjand being .held in their spaced rela.-

` tion by a longitudinal spacing and lbracing,

member 30. 'Thisspaeer member 30' is rigidly secured between the verticalarins 31 of the rails 25 and 26; while the lower or horizontal-arms extend towards'each other and cari'y tracks 33 and iahiipon which the windows 27 and 2S are slidably mount- 33 and 3% are preferably constructed of a suitable metal, suc-li as strapliron; and may be secured to the contiguousv faces of the horizontal aims 32 by Y means of 'screws 'or the like; the arms rabbeted as at to'receive them. The

being railsand 26, together with the tracks 33V ai'idl, extendfroin the front end. of the top 16or 'tlietransverse Y pointadjacent tlie'iear. wall 17,v in order VVthat either. of the windows 27 or` 28 (both .ofwliich 'are suspended between .the-in) may be moved the entire length of the top as desired. Y

The windows '2T and 28 are ilentical and consist oft-lie usual frames 3G supporting panels 37 of glass or a suitable transparent or translucent material. Hangers 38 are secured tothe faces of the frames 3G attheir .upper edges, by? means of screws 39; the

faces of these 'frames being recessed to ie- Vce1-ve these hangers, as Vshown in'Fig. 2. hangers Yare olfset,

the. sash, andaare curved, as at 4 0, forming inverted U-sliaped'hooks to engage ,andslide iipoii'the top edges of the tracks and 3ft. Each fof the windows 27 and 28 isV provided with two ofthe hangers 38;'tliey being secured totheiipper members 'of frames 36 adjacent theirends,v and close to the. vertical members ofv'tlieframes, as clearly 'shown in portediipon or suspended" from the tracks 33 and 34E by the .bottom vfaces Figsgil, Ltand il of the frames, (see will be spaced slightly .from the'top ffa'ces'llll of 'theldoors 14 and 15,.and ofthesidesrof the vehicle body. This permits the windows to be very easily and `freely moved by hand, to and from their y several positions,K to either lclose or open Channel members 43 `are `securedl to the .bottom yfaces Lll of frame. B6' y(see Figsp, 4.- and with their webs dit in contact with the facestl. and their flanges 45 extending 1. and 3. ,The windows 2T and 28' are ofsuchSheight, that when they are sup-1 the hangers 38, as aboif'edescribed,

downwardly to a'point spaeedonly slightly from the top faces 42 of the veliiclelbody and doors. Blocks of leather 4G, or a similar more or lessyielding` material, a.i'e-secure l to the top 4faeeseQ-of the vehicle body 10, as by means of screws 4T; beingr of any desired-length and so spaced alongr the top of the vehicle body that they will be engaged bythe channel members 43 on the bottoms of the windows 27 and 28, at points near the ends offtliefchannels, when rthese windows are either in their `open position,

inner inclined faces 45 and the corners 4G iv'ill be substantially the only `contact between tlie blocks 4G1a1i`dftlie channel members 43. Tliile it maybe preferable to have f' the `blockseo cut in short lengthsfas herembe-fore described, they may also. form con- Vtiniioiis'strips along the tops of the doors 14 andI .15 of the? velii'cle body, if" desired, with- 'out departing from the spirit of the invention. f

L From*theiforegoing disclosure it is readilyapparent that'this manner of .supporting and lianging'the windows Q7. and will perinitftheiny to be very easily and convenientlyV moved from their .rearward or open positions, lbetween the --Walls'di and Q0, .to their forward positionsover the doors lt and 15 l(as shown in. Fig. l). It is also clear that they maybe moved; to either eii close ust the tonneau, orthe front seat alone,

`or both of them.

ln =order that either or vboth `of the win- -dows 27 and 28- may be held in any of` the vforegoing described positions, to .entirely or partially enclose the seatsof the vehicle, er

eitherof them gland to also hold them against vrattling wheninfl any ofthese positions, I

have provided the followingl described mecli anism. f

fA-:plurality `of shafts'() are revolubly j'oiii'naledi in 1 suitable bearings lgfin the vertical arms 3l, of the longitudinal `rails 25 and 26, `so as* to extend transversely of -them and in a horizontal position aboveY the`frames 36 of the windows 27 and QR. Any number of these maybe provided, but in. thefinterestsof economy and simplicity `I -fprovidefonly three,each :disposed in a.

position to be substantially in the transverse centers of the-Windowswhen in either their open or closed positions. This arrangement is clearly illustrated in dotted lines in FiU. l. Each lof the shafts 504has a cam member 52 rigidly mounted thereon, it preferably being circular and mounted eccentric of the shaft, (see Fig. 3) and of a width to extend substantially across and to engage the upper edges of both of the frames 36 of the windows 27 and 28, when beneath them. These cam members 52 are so mounted upon the shaft 50, intermediate the spacer member 30 and the top faces of the frames 36, so that rotation of the shafts 5()` will cause the cams to engage or disengage these top faces,y and thereby force the windows 27 and 28 downwardly so the spike of the hook 4&0, of the hangers 33, will tightly engage the tracks 33 and 34; while the flanges 45, of the channel members 43, will at the same time tightly engage the leather block 46, as hereinbefore specified. v

Each of the shafts 5() carries a crank arm `53, rigidly mounted thereon, so as to extend upwardly (see Figs. l and 2) each of thesecrank arms being connected by a rod 54, so that rotation of one of the shafts 50 will cause rotation of the other simultaneously.

The shafts 50, adjacent the front seat l2, extend outwardly through an opening 55, in the top lining 22, and an operating lever 56 is rigidly secured thereto; the latter having a handle 57 for the purpose of rotating the shafts 5() and causing engagement or disengagement of the cam members 52 with the top faces of the frames 36, of the windows 27 and 28, as hereinbefore described.

A stop member 57 is rigidly secured to the spacer member 30, or any other convenient place, to extend across the plane of movement of the forward crank arm 53, so as to limit the movement of this member in one direction; and, through the medium of the connecting rod 54, likewise simultaneously limit the movement of the other cranlnl arm. This stop member 57 is so positioned to stop rotation of the shafts 50, and consequently the cam members 52, when the latter have reached the positions shown in Fig. 3. From this it is clear that movement of the operating lever 56 in the di:- rection indica-ted by the arrowsA in Figs. l and 3, will cause rotation of the cam members 52 from the position shown in full lines in Fig. 3, to that shown in dot-dash lines in that ligure, thereby causing their disengagement with the top face of the frames 36. This will relieve their clamping effect and permit the windows 27 and 28 to be moved as desired. Then the cam members 52 are in the position shown in full lines in Fig. 3, the windows 27 and 28 are held downwardly and the hangers 38 in engagement with the tracks 33 and 34, and the channel membels a3 in, engagement the vertical centers of the shafts and windows and will be held in such position by the yielding or resilient action of the frames 36. This will tend to lock the cam members in this position, and they can only be removed therefrom by movement of the operating lever 56 in the direction indicated by the arrow.

I have purposely arranged to mount the cam members in position so that by operation of the shafts 50 the former will engage the frames of the windows intermediate of,` or substantially central of their hangers 38. This, owing to a certain resilient or yielding quality of the top members of frames 36, and the longitudinal rails 25 and 26, which are all lightly constructed, will permit a slight spreading of these members, as indicated by the arrows and letter A in Fig. 3, when the cam members are moved to the position shown in solid lines in that figure, which will tend to hold the cam member in this position past its dead center.

While I have here shown and described the preferred embodiment of my invention, it is nevertheless to be understood that I reserve the right to make any changes or modifications in structure which will properly come within the scope of the appended claims.

Having described a preferred embodiment of my invention, I claim:

l. In a vehicle top construction of the class described, the combination of a plurality of parallel supporting rails above and parallel to the side of the vehicle body, longitudinally sliding hangers on eac-h rail, panels carried by the hangers, the several panels being slidable past each other on their rails, and a cam mounted on a transverse axis above the several panels and of sufficient extent parallel to its axis to lie above the paths of all the several panels and adapted by rotation to bear down on the upper edges of all the panels to hold their hangers down in frictional engagement with their rails.

2. In a vehicle top construction of the class described, the combination of a plurality of parallel rails, longitudinally sliding hangers on each rail, panels carried by the hangers the several panels being slidable past each other on their rails, a plurality of cams spaced along the rails each cam mounted on a transverse axis above the several panels and of suflicient extent parallel to its axis to lie above the paths of all the several panels and. adapted by rotation to bear -down on the upper edges of allthe panels to hold their hangers in frictional engagement With their rails, and a single operating` means for the several cams.

3. In a vehicle top construction of the class described,V in combination with a `vehicle body,.a top structure embodying an outer top Wall and an inner top Wall spaced apart in a horizontal transverse direction at the edges oit the top structure, a pair of parallel rails extending' along the spaced edges oi"A the tivo spaced top structure Walls, longitudinally sliding; hangers on each rail,

5 panels carried and means located in the space between the two spaced walls of the top strucf ture and adapted to bear down on the several panels to hold their hangers in trictional engagement with their rails, said 0 means embodying a plurality of cams spaced along the rails, each cam mounted on-van axis transif'erse of the .rails and each cam having a suicient extent parallel *to its' bring'themto bear downwardly on the several fpanels.

I members, inverted channel members carried on the bottoms Vof said sash members, guide members'mounted on the top of side of the vehicle body and adapted to extend into said channel members, and a plurality of clamping members in the form of cams carried by said supporting rails and adapted to engage thertop rails of one or both of said sash members intermediate said hangers-'to clamp said hangers in engagementwith said rails and said channel members in engagement With said guide members.

In Witness thatv I `claim the foregoing I have hereunto subscribed my name this 24th day of December, 1921.

EARL D. MORGAN. 

